Shipping system for jet aircraft engine

ABSTRACT

An aircraft engine shipping system includes a frame assembly for supporting the aircraft engine, and a cradle assembly mounted on the frame assembly for securing the aircraft engine to the frame assembly. The frame assembly includes shock absorbers to provide continual shock absorption to an aircraft engine loaded thereon. The shipping system may be configured in either a truck or air transport mode. In the truck transport mode, the aircraft engine is secured to the cradle assembly by an aft ring which attaches to the aft portion of the aircraft, and a pair of cradle arms which attach to the forward portion of the aircraft engine. In the air transport mode, the aircraft engine is attached to the cradle assembly by the aft ring, and a forward ring which attaches directly to the fan of the aircraft engine. In the air transport mode, the cradle arms are disconnected from the aircraft engine and rotated away from the engine in a stowed position. While in the air transport mode, the aircraft engine may be rotated wherein the forward and aft rings cooperate to achieve rotation of the aircraft engine. A jack system is used to raise or lower the aircraft engine in either the truck or air transport modes.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of prior U.S. patentapplication Ser. No. 09/160,739, filed Sep. 25, 1998 now U.S. Pat. No.6,170,141 entitled “Shipping System for Jet Aircraft Engine and Methodof Installing and Removing Jet Aircraft Engine” to Ronald A. Rossway, etal.

TECHNICAL FIELD

This invention relates to a shipping system providing a means oftransport for an object and, more particularly, to a shipping system fortransport of a jet aircraft engine wherein the shipping stand may beplaced in either a truck transport mode or an air transport mode.Further, this invention relates to a method by which a jet aircraftengine may be installed and removed from the wing of an aircraft andtransported by the shipping system.

BACKGROUND ART

In the aircraft industry, it is often necessary for the engines of anaircraft to be removed for inspection or repair. These aircraft enginesare perhaps the most critical assembly of an aircraft which must bemaintained in a high state of repair. Regular and rigorous maintenancemust be performed on the engines which also require thoroughinspections. Accordingly, it may be necessary to remove these enginesfrom the wing or fuselage of an aircraft so that the engine can undergothe required inspection or repairs.

Some prior art devices exist for securing and transporting a jet enginethat has been removed from an aircraft. One example of a prior artdevice is found in commonly assigned prior patent, U.S. Pat. No.5,722,512. This reference discloses a shipping stand including a cradleassembly mounted upon a frame assembly to which a jet aircraft engine issecurable. A plurality of shock absorbers are operatively engagedbetween the cradle assembly and frame assembly to provide adequate shockprotection to a loaded jet aircraft engine. A plurality of liftingmechanisms selectively raise the cradle assembly to selectedpredetermined heights. Depending upon the selected height, the cradlemay be placed in either a truck transport mode or air transport mode.Spacers are provided to place the shipping stand in a truck transportmode, and said spacers are removed in order to place the shipping standin an air transport mode.

While this prior art device and others may be adequate for theirintended purposes, one significant shortfall is that none of these priorart devices provide a shipping system which may be configured for eitherthe truck transport of a Trent 800 aircraft engine, or the air transportof that engine in a Boeing 747 aircraft. The Boeing 747 aircraft is oneof the most commercially available aircraft which may be used to haulthe engines of other aircraft due to its large cargo hold. As furtherexplained below, the invention described herein is a multi-purpose standalone system which may configure the Trent 800 jet engine for eithertruck or air transport, and further allows the engine to be readilymounted or removed from the aircraft.

DISCLOSURE OF THE INVENTION

In the most broad disclosure of the invention, a shipping system isdisclosed which secures a jet aircraft engine wherein the engine may bepositioned in either a truck transport mode, or an air transport modewhich enables the engine to be rotated as necessary. The rotation of theaircraft engine is achieved while the engine is mounted on the shippingstand, and no external equipment such as a crane or forklift arerequired to rotate the engine.

The advantage of such a dual mode shipping system is based upon the needto transport a jet aircraft engine on land and/or within the cargo holdof a Boeing 747 or other jet aircraft to other destinations. In both thetruck and air transport modes, shock absorption is provided by theshipping system to protect it from impacts associated with both road andair travel. Without such protection, the jet engine could sustainunnecessary damage.

Conveniently, when the shipping system, with the aircraft engineattached, is placed in the air transport mode, the shipping system islowered and the aircraft engine is rotated to further reduce the effectheight of the aircraft engine enabling it to fit in the cargo door of acommercial aircraft such as a Boeing 747. Particularly for the Trent 800engine, the engine gear box and other protruding components locatedadjacent the gear box present a critical height limitation in terms ofloading such an engine through the cargo door of a Boeing 747. When thisparticular engine is mounted to the wing of an aircraft, the gear boxand the other protruding components reside at the lower end of theengine. In order to meet the height restriction of the Boeing 747 cargodoor, the engine must be rotated so that the gear box and otherprotruding components are rotated to the side. Then the engine can belowered up to 16 inches while mounted on the shipping system.

The structure of the shipping system includes a frame assembly includinga plurality of frame members which provide adequate support to a cradleassembly which cradles or secures the jet aircraft engine. Casters orwheels are mounted to the frame enabling the shipping system to betransported on the airfield by a vehicle in order that the engine maythen be loaded for either truck or air transport. A shock absorbingsystem is operatively engaged between the frame assembly and cradleassembly to provide adequate shock protection to the jet aircraft enginedespite its configuration in either the truck or air transport mode.

When the shipping system is in the truck transport mode, the cradle islifted to a desired height by a jack assembly and the jet aircraftengine loaded on the cradle is then locked in place. In this trucktransport mode, an aft securing ring is used to secure the aft end ofthe aircraft engine, and a pair of opposing cradle arms secure theforward end of the aircraft engine.

If the loaded aircraft engine is to be transported in the air transportmode, the aft end of the aircraft engine is secured by the aft ring;however, a forward ring is used to secure the forward end of theaircraft engine, and the forward and aft rings work in cooperation torotate the engine while it is loaded on the shipping system. Duringoperation in the air transport mode, the opposing cradle arms aredisconnected from the aircraft engine and are swung away from theaircraft engine to avoid interference with the engine during rotation.

The jack assembly allows four independent jacks to operate insynchronization to raise or lower the aircraft engine to the desiredheight. Additionally, a pair of spacers may be used at the aft end ofthe shipping system to disable the two aft jacks so that the forwardring may be raised or lowered independently of the aft ring whenpreparing the shipping system for air transport.

The jack assembly and the drive means for rotating the loaded aircraftengine may be operated by hand, or mechanically. It is preferable to usethe mechanical means; however, if these systems fail, the jet aircraftengine may still be manually lifted or lowered, and manually rotated.

Although the shipping system is described as having particular utilitywith respect to transport of a Trent 800 jet aircraft engine, it will beunderstood that the present invention is intended for many other uses asit is easily adaptable to accommodate the transport of many differenttypes of jet aircraft engines for truck transport or air transport. Theheight of the cradle assembly in the truck transport mode and the airtransport mode may be altered so that a particular jet aircraft enginemay be loaded directly onto a specific type of aircraft. For example,for aircraft other than a Boeing 747, the cradle assembly may be raisedor lowered by altering the specific construction of the frame assemblyor cradle assembly. The forward and aft ring assemblies may be sized toallow them to attach to the desired jet aircraft engine. Also, theranges of the jacks may also be altered to accommodate the specificheight necessary for transition between the air and truck transportmodes.

It should also be understood that use of the terms “truck transportmode” does not limit the transport of the shipping system by truck, butsimply refers to the transfer of the shipping system by some means otherthan an aircraft which has certain cargo load size restrictions. Thus,truck transport mode could refer to transport by truck, ship or largecargo aircraft such as the Antoniv or the AN124 wherein there is noparticular limitation on the size of the load.

By use of the shipping system of this invention, the aircraft engine maybe removed from or reattached the wing of an aircraft without thenecessity of using an external crane or forklift system. The cradleassembly includes four bootstrap connection points which may be used inconjunction with a simple pulley system which is hung from the undersideof the wing. Therefore, there is no intermediate step necessary to movethe aircraft engine between its shipping system and the wing of theaircraft.

The shipping system described provides a self contained, dual mode oftransport for a jet aircraft engine loaded thereon. The shipping systemtherefore enables direct loading of an aircraft engine onto land or airtransport by manipulating the effective height of the aircraft engine,either by raising or lowering the cradle, or by rotating the aircraftengine while it is mounted to the shipping system. Further, the shippingsystem of this invention enables a smooth transition from an airtransport mode to a truck transport mode, and vice versa. Accordingly,the shipping system of this invention prevents having to use complicatedoverhead crane systems, forklifts, or other external means to load andunload the aircraft engine onto and from a shipping system, as well asobviating the need to use such cranes or forklifts for removing orreattaching the aircraft engine to the aircraft. Additionally, becauseof the smooth transition between the truck and air transport modes, thechances of damaging the jet aircraft engine during transport is greatlyreduced. Furthermore, the process of transporting a jet aircraft enginecan be accomplished in a much more cost effective and efficient mannerby using the shipping system which requires no external supportequipment. Particularly at those airfield locations where overhead craneor gantry systems, or heavy forklifts are not available, the shippingsystem of this invention enhances the overall ability of an airfield toeffectively manage the manipulation of jet aircraft engines for repair,inspection, or for any other purposes in which the aircraft engine mustbe removed from the aircraft or transported.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front perspective view of a preferred embodiment of theshipping system of this invention illustrating the forward ring mountedto the shipping system, and the cradle arms rotated in the trucktransport mode;

FIG. 2 is a rear perspective view of the preferred embodiment of theshipping stand of this invention further illustrating the forward ringmounted to the shipping system, and the cradle arms placed in the trucktransport mode;

FIG. 3 is another rear perspective view of the shipping system of thisinvention as also shown in FIG. 2, but further illustrating a jetaircraft engine mounted on the shipping system as the shipping system isconfigured in the truck transport mode;

FIG. 4 is another front perspective view of the shipping system of thisinvention as also shown in FIG. 1, but further illustrating a jetaircraft engine mounted on the shipping system as the shipping system isconfigured in the air transport mode;

FIG. 5 is another rear perspective view of the shipping system of thisinvention also shown in FIG. 3 illustrating the jet aircraft enginemounted on the shipping system as it is configured in the air transportmode;

FIG. 6 is an elevation view of the shipping system configured in thetruck transport mode, but with the forward ring remaining on theshipping system;

FIG. 7 is another elevation view of the shipping system, but illustratedin the air transport mode with the cradle arms rotated;

FIG. 8 is a front elevation view of the shipping system including theforward ring and illustrating the aircraft engine loaded on the shippingsystem;

FIG. 9 is a rear elevation view of the shipping system with the loadedaircraft engine thereon;

FIG. 10 is an enlarged perspective view of the forward ring;

FIG. 11 is a plan view of the frame assembly;

FIG. 12 is an elevation view of the frame assembly;

FIG. 13 is an enlarged isolated perspective view of the jack assembly ofthe invention;

FIG. 14 is an enlarged fragmentary elevation view of an aft jack;

FIG. 15 is an enlarged fragmentary elevation view of a forward jackconnected to the aft jack of FIG. 14;

FIG. 16 is an enlarged perspective view of the cradle frame group as itappears in the truck transport mode;

FIG. 17 is another perspective view of the cradle frame groupillustrating the cradle arms rotated 180°;

FIG. 18 is another perspective view of the cradle frame group as itappears in the truck transport mode;

FIG. 19 is an enlarged perspective view of the aft ring assembly;

FIG. 19A is an enlarged perspective view of the lower aft ring portionconnected to the aircraft engine;

FIG. 19B is an enlarged perspective view illustrating the aft ringassembly fully assembled and connected to the aircraft engine, and alsoshowing the aircraft engine rotated as in the air transport mode;

FIG. 20 is an enlarged fragmentary exploded perspective view of oneportion of the shock absorbing assembly including the aft shock pads;

FIG. 21 is a fragmentary vertical section taken along line 21—21 of FIG.20 showing the aft shock pads as they appear when installed;

FIG. 22 is a fragmentary vertical section of the forward shock pads asthey appear when installed;

FIG. 23 is an enlarged fragmentary perspective view of the drive meansof the forward ring which enables the aircraft engine to be rotatedwhile mounted to the shipping system;

FIG. 24 is an enlarged fragmentary elevation view of the aft yoke andthe lower aft ring portion mounted on the aft yoke rollers;

FIG. 25 is an enlarged fragmentary perspective view of the truck modespacers and their arrangement with the other components of the shippingsystem; and

FIG. 26 is a perspective view of an aircraft engine during bootstrapoperations wherein the cradle assembly has been separated from the frameassembly, and the cradle assembly is hung from underneath the wing ofthe aircraft.

BEST MODE FOR CARRYING OUT THE INVENTION

This description of the invention is separated into two parts, namely, adescription of the structure of the shipping system and a description ofthe operation of the shipping system.

A. Shipping System Structure

In accordance with the aircraft shipping system 10 of this invention asbest seen in FIGS. 1, 2, 11 and 12, the shipping system includes a frameassembly 12 having a pair of laterally spaced and longitudinallyextending frame members 16 connected by transverse support members 18.The lower portion of the frame assembly is defined by shipping standpallet 14 which is attached to the bottom surface of longitudinalmembers 16. The forward end of the pallet 14 includes a large opening15. The forward end of the frame assembly includes a pair of forwardcasters 20 which attach to the frame assembly by forward caster mounts21. Similarly, the aft end of frame assembly 12 includes a pair of aftcasters 22 which are attached to the frame assembly by means of aftcaster mounts 23. Depending upon whether the shipping system is placedin the truck or air transport mode, the forward and aft casters may becompletely removed, or may be retracted. A guide rail assembly 24protrudes laterally from each of the longitudinal members 16 andconnects to the longitudinal members 16 by means of guide rail holders26. The guide rail assembly 24 is used to align the shipping system asit is loaded onto an aircraft. As shown by the directional arrow A inFIG. 1, the guide rail assembly 24 may be extended for operation, or maybe pushed inward in a stowed position when not in use. A plurality oftie down rings 25 may be attached to the frame assembly enabling it tobe secured inside the aircraft. Although the Figures only illustraterings 25 near the aft end of the shipping system, it will be understoodthat rings 25 can be interspersed along the entire length of theshipping system as necessary.

As best seen in FIGS. 1, 2 and 20-22, the shipping system includes ashock absorption assembly which enables an aircraft engine loaded on thecradle assembly to receive shock absorption in both the truck and airtransport modes. The forward end of the shipping frame 12 includes apair of forward shock mounts 28 having upper surfaces which serve tosupport forward yoke 120, when lowered, and forward jack stabilizer rods124. An inner support bracket 30 is welded at each forward end of thelongitudinal members 16. A plurality of shock pads 32 are mountedbetween the inner support brackets 30 and the shock mounts 28. The aftends of each of the longitudinal members 16 also include shockabsorption protection means. Outer support brackets 34 are welded to thelongitudinal members 16. Aft shock mounts 36 are placed adjacent to theouter support brackets 34 and aft shock pads 38 are held therebetween.As discussed in more detail below, the aft yoke assembly 80 and aftyoke/ring connecting brackets 87 mount to the upper surfaces of shockmounts 36 as well as the aft jack stabilizer rods 125.

As shown best in FIGS. 20 and 21, aft shock pads 38 are secured betweenshock mounts 36 and brackets 34 by a plurality of bolts or fasteners 31which extend through openings 41 which may be drilled in shock mounts 36and brackets 34. Shock pads 38 each include a plurality of threadedwells 43 which receive the fasteners 31. At the aft end of each of thelongitudinal members 16, one row of five shock pads 38 are utilized toprovide shock absorption protection. As shown in FIG. 22, the forwardend of the shipping system may include two rows of shock pads 32. In thepreferred embodiment, each of the two rows at the forward end includes aset of four shock pads 32. Shock pads 32 are mounted between shockmounts 28 and brackets 30 in the same manner as the aft shock pads aremounted to their corresponding hardware. That is, each of the shock pads32 includes respective threaded wells 33 which receive the plurality offasteners 31. The shock pads 32 and 38 isolate the cradle assembly fromthe frame assembly components which carry the load of the aircraftengine to the ground. The number and spacing of the shock pads 32 and 38may be adjusted as necessary to provide the desired type of dampeningand shock absorption effect to the loaded aircraft engine.

Referring back to FIGS. 2 and 3, a tow bar 39 may be attached at the aftend of the frame assembly in order that the shipping assembly may bepulled by a vehicle. The transport of the shipping system by the tow baris only intended to be used for short distances, such as movement of theshipping system around an airfield or work area.

The next major assembly of the shipping system of this invention is thecradle assembly. The cradle assembly is shown mounted to the frameassembly in FIGS. 1-9, and separated from the frame assembly in FIG. 26.In broad terms, the cradle assembly is used to secure the aircraftengine when the cradle assembly is mounted on the frame assembly, andfurther allows the shipping system to be configured in either a trucktransport mode or air transport mode. The cradle assembly may becompletely disconnected from the frame assembly during bootstrapoperations as further discussed below. The cradle assembly may bedefined as including the cradle frame group 50, the aft ring 80, the aftyoke assembly 94, the forward ring 100, and the forward yoke assembly120.

Cradle frame group 50 shown in isolation at FIGS. 16-18 includes aftlongitudinal members 52 which are separated from the forwardlongitudinal members 56 by hinge assemblies 60. Each longitudinal member56 has a telescoping section 58. The longitudinal members 52 and 56 areinterconnected by a plurality of transverse support members 54 and aremovable diagonal support member 55. In the truck transport mode, thecradle frame group 50 mounts to the frame assembly wherein thetelescoping sections 58 rest upon the upper surfaces of shock mounts 28,and the aft longitudinal members 52 rest upon the upper surfaces of aftshock mounts 36. FIG. 16 illustrates the cradle frame group when theshipping system is placed in the truck transport mode. In thisparticular mode, telescoping sections 58 are extended and ends 59 areconnected to shock mounts 28. FIG. 17 illustrates the cradle frame group50 when the shipping system is transitioned to the air transport mode.Ends 59 are disconnected from shock mounts 28 and are then rotated abouttheir corresponding hinge assemblies 60. Diagonal support member 55 isalso removed. FIG. 18 shows the cradle frame group 50 configured in theair transport mode wherein telescoping sections 58 have been pushed andsecured inside their corresponding longitudinal members 56. Each hingeassembly 60 includes a hinge pin 61 which enables longitudinal members56 and cradle arms 70 to rotate. Prior to rotation, the bolts/fastenersare removed which connect opposing hinge plates 62. As shown in FIGS. 17and 18, the opposing hinge plates 62 become separated as thelongitudinal members 56 are rotated.

Now also referring to FIG. 26, the cradle assembly as well as the entireshipping system (when the cradle assembly is attached to the frameassembly) may be raised or lowered by a chain/pulley system 69 whichconnects to the wing W of the aircraft. The raising and lowering of thecradle assembly/shipping system under the wing of an aircraft forpurposes of raising or lowering the aircraft engine 300 to be mounted orremoved from the aircraft is known in the industry as “bootstrap”operations. During these bootstrap operations, there are four points onthe cradle frame group 50 which are used to connect the shipping systemto the chain/pulley system 69. Specifically, there are two forwardbootstrap connections 66, and two aft bootstrap connections 64. FIGS. 17and 18 illustrate the forward bootstrap connections 66 being removedfrom the cradle group 50. Otherwise, connections 66 would protrude awayfrom the shipping system in an undesirable manner which could interferewith loading of the aircraft engine 300 onto an aircraft. Bootstrapconnections 66 are mounted to the cradle group 50 by means of shorttransverse members 67 with integral gusset plates 71 which mate withgusset plates 73 of longitudinal members 56. These bootstrap operationswill be discussed below in more detail with the respect to the methodsof this invention.

Still referring to FIGS. 16-18, cradle arms 70 are provided to connectthe cradle assembly to the forward end of the aircraft engine. Thecradle arms 70 attach at their lower ends to the correspondinglongitudinal members 56. The cradle arms 70 each includes apin/spherical bearing connector 74 which is the point of attachment forconnection to the forward aircraft engine mounts 308, and which can beseen as exposed in FIGS. 19A and 19B. The use of the cradle arms 70 tosecure the cradle frame group to the aircraft engine is only necessaryin the truck transport mode and when securing the aircraft engine duringbootstrap operations.

In both the truck transport mode and air transport mode, the aft end ofthe aircraft engine is secured by some portion of the aft ring 80. Asbest seen in FIGS. 1, 2, and FIG. 19, the aft ring 80 includes fourprimary components, namely, lower aft ring portion 82, two intermediateaft ring portions 84, and upper aft ring portion 86. When the cradleassembly secures an aircraft engine in a bootstrap operation, theintermediate aft ring portions 84 and the upper aft ring portion 86 areremoved enabling the aft end of the aircraft engine to be cradled andsecured by the lower aft ring portion 82. As shown in FIGS. 1-3, 5 and24, the aft ring 80 mounts to the shipping system at three locations onthe lower aft ring portion 82, namely, at opposing sides of the upturnedends of the lower aft ring portion 82 by means of aft yoke/ringconnecting brackets 87, and at the lower end of the lower aft ringportion 82 by means of connection with the aft yoke/ring supportbrackets 96 and 97. If it is necessary to use the air transport mode,the intermediate and upper aft rings may be assembled to the lower aftring.

As shown in FIGS. 1 and 2, the aft ring may be rotated from the normalposition to the rotated air transport mode position as shown in FIGS. 4,5 and 19B. FIG. 19A illustrates the truck transport mode wherein onlythe lower aft ring portion 82 is used to secure the aft end of theaircraft engine 300, thus exposing aft flight mount 301. When the aftring 80 is assembled, the aft flight mount 301 of the aircraft engine isbolted to the upper aft ring portion 86. The aft ring 80 furtherincludes a pair of stanchion pin connections 88. These pin connectionsmate with the internal aft or stanchion engine mounts (not shown) of theaircraft engine. The aft ring 80 essentially serves as a collar tosecure the aft portion of the aircraft with the stanchion pins 88 actingas the specific points of connection.

When installed, the lower aft ring portion 82 rests on the aft yoke 94,as best seen in FIGS. 1, 2 and 24. The aft yoke 94 is secured at itsopposite ends on aft shock mounts 36 in the air transport mode or ontruck spacers 210 in the truck transport mode. The rear and forwardsides of the aft yoke 94 include the support brackets 96 and 97 whichhelp to stabilize undesirable movement of the aft ring. A plurality ofaft yoke rollers 95 are mounted to the upper surface of the aft yoke 94which enables the aft ring 80 to be freely rotated when the aft ring isunlocked from brackets 96 and 97, and brackets 87. Brackets 96 and 97may also include integral upper arms 98 with opposing small rollers 99which allow the aft ring to freely rotate between the brackets withoutundue friction. The lower aft ring portion 82 remains attached to theshipping system in both the truck and air transport modes.

When the shipping system is configured in the air transport mode, theforward ring 100 is used to secure the forward end of the aircraftengine 300 in lieu of the cradle arms 70. At least for the Trent 800aircraft engine, the cradle arms would interfere with the aircraftengine gear box 302 and the protruding external components 304. As shownin FIGS. 19A and 19B, the gear box 302 and the protruding externalcomponents 304 are simply shown in a block outline configuration. Thisblock outline configuration represents the clearance area which must bemaintained between the aircraft engine 300 and any shipping system whichmay be used to transport or secure this type of engine.

FIGS. 1 and 2 show the forward ring 100 mounted to the shipping systemsimultaneous with the cradle arms 70 positioned in the truck transportmode. However, it will be understood that these Figures are providedonly to show the major structural elements of the shipping system in asingle figure as the forward ring 100 is normally removed when thecradle arms 70 are being used.

As best seen in FIG. 10, the forward ring 100 includes a hub 102 and aplurality of radial arms 104 extending outward therefrom. A plurality ofpaddles 106 form a continuous circular shape about hub 102. Paddles 106are mounted to radial arms 104. A load-bearing ring 108 is offset frompaddles 106 and is connected to paddles 106 by weldments 112. Theload-bearing ring 108 includes a drive chain 110 which is inset withinthe peripheral edge 114 of the load-bearing ring and traversesapproximately 80° of the circumference of the load-bearing ring 108. Asfurther discussed below, the drive chain 110 cooperates with a drivemeans for rotating the forward ring. As best seen in FIG. 4, the forwardring 100 is mounted directly to the fan case 312 of the aircraft engine300 by bolting the peripheral edges 116 of the paddles 106 tocorresponding bolt holes (not shown) located on the peripheral edge ofthe fan case 312.

The forward yoke assembly 120 is used in combination with the forwardring 100 to provide the necessary structural support to the forward endof the aircraft engine in the absence of cradle arms 70. The forwardyoke assembly 120 is also used to facilitate the rotation of theaircraft engine when the shipping system is to be placed in the airtransport mode. As best seen in FIG. 4, the forward yoke assembly 120has its opposing ends mounted to the upper surfaces of shock mounts 28when the cradle assembly has been lowered in the air transport mode. Theforward yoke assembly 120 may be raised or lowered as necessary by thepair of forward jacks 152. FIGS. 1 and 8 illustrate the forward yokeassembly being raised by forward jacks 152 above shock mounts 28. Theraising or lowering of the forward yoke assembly is stabilized by theuse of jack stabilizer rods 124 and yoke connecting brackets 122 whichinterconnect the ends of the forward yoke 120 to the corresponding jackstabilizer rods 124. Spherical bearings (not shown) mounted within theconnecting brackets 122 allows the connecting brackets 122 to slide upor down the stabilizer rods 124. Stabilizer rods 124 remain fixed to theupper surface of shock mounts 28 and provide the necessary stabilizationto the jacks 152 as they raise or lower the cradle assembly. Morespecifically, when the forward yoke is raised or lowered, the jackscrews 156 do not bear the rotational or horizontally directed stresseswhich may be present when the forward yoke is manipulated because of thestabilization provided by rods 124 attached by brackets 122 to theforward yoke.

The aft pair of jacks 152 are also stabilized by the use of a pair ofaft jack stabilizer rods 125 which are mounted to the upper surfaces ofaft shock mounts 36. Aft yoke connecting brackets 123 interconnect theaft stabilizer rods 125 to brackets 87. Thus, as the aft yoke 94 israised or lowered, any rotational or horizontally directed forces willbe induced upon stabilizer rods 125 as such forces could otherwisedamage the jacks 152.

As best seen in FIG. 23, in order to rotate the forward ring 100, theforward yoke assembly 120 is raised so that roller 128 androller/sprocket group 129 come into contact with the peripheral rim 114of load ring 108. More specifically, sprocket 131 of roller sprocketgroup 129 engages drive chain 110. One area of the peripheral rim 114lies between the outer rims 140 of rollers 128 and rests on the annularflanges 136 of the rollers 128. Another area of the peripheral rim 114lies between outer rims 133 and rests on annular flanges 138 of rollersprocket group 129. A gear box 130 mounts to the forward yoke assembly120 and includes a drive shaft 140 (FIG. 11 only with gear box 130 notshown) which connects to roller/sprocket group 129. A hand crank 132 oran air motor (not shown) may be used to provide power to the shaft 140(FIG. 11 only) which in turn causes rotation of the sprocket 131 toengage the drive chain 110. The hand crank 132 or air motor can causethe forward ring to rotate in either the clockwise or counterclockwisedirection.

The jack assembly of the shipping system is capable of raising orlowering the entire cradle assembly, or may selectively raise or loweronly the forward yoke assembly 120 when it is necessary to place theaircraft engine in the air transport mode. As best seen in FIGS. 1, 2,and 13-15, the jack system includes four mechanical jacks 152 which arelocated at each corner of the shipping system. In the preferredembodiment, the jacks are illustrated as being common screw-type jacks,but it shall be understood that any well known industrial jack could beused, such as a hydraulic or pneumatic jack. Each jack 152 includes ajack body 154 and jack shafts or screws 156 which move up or downdepending upon how the jacks are operated. Each of the jacks aresynchronized by a jack control group 157. The jack control groupincludes a central gear reducer 158 having a pair of opposing driveshafts 160 which ultimately transfer power to aft jacks 152. An airmotor 162 connects to the gear reducer 158 by 90° gear box 164.Alternatively, hand crank 163 may be used which allows manual operationof the jack assembly. The distal ends of drive shafts 160 connect to 90°gear or miter boxes 166. The output sides of miter boxes 166 includeshafts 168 which connect directly to aft jacks 152. Shafts 168 mayinclude one or more universal joints 169 (FIG. 14 only) in order toproperly align the connection between miter boxes 166 and aft jacks 152.The purpose of 90° gear box 164 is simply to allow the jack controlgroup 157 to be placed in a more central location as the air motor 162would otherwise extend in the aft direction if directly connected togear box 158. Jack bodies 154 each include a transfer shaft 170 whichcooperates with internal gearing within the jack bodies (not shown) totransfer power such that jack screws 156 are raised or lowered. FIG. 14illustrates an aft jack 152. The output side of aft jack shaft 170includes upper hub 171 and upper drive sprocket 172. A longitudinaltransfer shaft 180 is mounted under or through longitudinal member 16 bya pair of pillow blocks 178. Mounted concentrically around shaft 180 isa lower hub 173 and lower sprocket 174. An endless drive chain 176interconnects the upper and lower sprockets. As shown in FIG. 15, theopposite end of transfer shaft 180 is mounted to the forward ends oflongitudinal members 16 by another pair of pillow blocks 182. A lowerhub 183 and sprocket 184 are mounted to transfer shaft 180, in the sameway as hub 173 and sprocket 174. An upper hub 185 and sprocket 186 mountto the input side of shaft 170 of the forward jack 152, and anotherendless chain 188 connects these upper and lower sprockets. The pair offorward jacks 152 has been illustrated with the same reference numbersas the pair of aft jacks 152.

If the jack control system 157 becomes inoperative, each of the jacks152 can be manually operated. For the aft jacks, shafts 168 aredisconnected and are replaced with a hand operated crank connecteddirectly to the input sides of shafts 70. For the forward jacks, a handcrank may connect directly to the free ends of shafts 70. Shafts 180 arealso disconnected. In order to raise or lower the cradle assembly undersuch circumstances, all four jacks must be operated simultaneously toprevent unequal lifting or lowering.

The above-described jack assembly may synchronously operate each of thefour jacks. However, it may be necessary to independently raise or lowerthe forward yoke assembly 120 so that it may be removed. For example,the shipping system of this invention is also capable of handling anaircraft engine which has the inlet cowl still mounted to the aircraftengine. The commonly assigned U.S. Pat. No. 5,722,512 illustrates anaircraft engine including an inlet cowl. This patent is herebyincorporated by reference for purposes of showing the aircraft enginewith the inlet cowl. With the inlet cowl attached, it is necessary toremove the forward yoke assembly as it would interfere with the inletcowl. When the Trent 800 aircraft engine is to be shipped with the inletcowl, such shipment can only take place in the truck transport mode asthe inlet cowl will not fit within the cargo door of a 747 aircraft.

In this, and in other situations in which the inlet cowl is stillattached to the engine, or when it is otherwise simply unnecessary forthe aft yoke to be lowered with the forward yoke, a pair of truck modespacers 210 may be used to stabilize the shipping system in the trucktransport mode position. As best seen in FIGS. 1-3 and 25, the truckspacers 210 are inserted between brackets 87 and aft shock mounts 36. Asshown in FIG. 25, the truck spacers 210 include semi-circular openingsdefined by edges 212 which allow the caps 159 of the jack screws 156 tofreely traverse therethrough. Accordingly, the jack assembly may beoperated when the truck spacers are mounted in order to raise and lowerthe forward yoke assembly 120 without raising or lowering the aft yokeassembly 94. The truck spacers 210 are removed when the shipping systemis placed in the air transport mode which allows the aft yoke to restdirectly on the upper surfaces of shock mounts 36.

Once the shipping system has been placed in either the truck or airtransport mode, additional stabilization of the aircraft engine mountedon the shipping system may be achieved by the use of brace tubes. Asbest seen in FIG. 6, an upper brace tube 192 may interconnect the aftflight mount 301 to the forward flight mount 306 of the engine 300. Inthe truck transport mode, this upper brace tube 192 prevents undesirabletwisting of the engine fan section 308 with respect to the engine coresection 310. This additional torque resisting feature is desirable asthe forward ring 100 is not normally used in the truck transport modewhich inherently provides greater torque resistance in combination witha fully assembled aft ring 80 in the air transport mode.

In the truck transport mode, as best seen in FIGS. 1-3 and 6, two pairsof truck brace tubes 196 are used to further support the aft ring to theframe assembly and cradle assembly. As shown, the most aft pair of truckbrace tubes 196 are mounted at their lower ends to the aft shock mounts36, and are mounted at their upper ends to brackets 87. The most forwardpair of truck brace tubes 196 are attached at their lower ends to one ofthe transverse support members 54, and are attached at their upper endsto the opposite sides of brackets 87.

In the air transport mode, two pairs of air brace tubes 198 are alsoused as best seen in FIGS. 4, 5 and 7. These air brace tubes 198 areshorter than the truck brace tubes 196 since the cradle assembly islowered in the air transport mode. The aft pair of air brace tubes 198are connected to the shipping system in the same manner as the truckbrace tubes 196. The forward pair of air brace tubes 196 are connectedto the shipping system in the same manner as the forward truck bracetubes 196 with the exception that the lower ends of the forward pair ofair brace tubes 198 attach to the aft longitudinal members 52.

B. System Operation

1. Removing an Aircraft Engine (with Inlet Cowl) from the Wing of anAircraft and Placing the Shipping System in the Truck Transport Mode.

The forward yoke assembly 120 is removed from the shipping system. Ifthe forward yoke is lowered and secured, the bolts which connect eachend of the forward yoke assembly to shock mounts 28 are removed. Thebolts connecting the yoke assembly to the forward yoke connectingbrackets 122 are also removed. The forward pair of jacks 152 along withtheir corresponding jack stabilizer rods 124 are also removed. Prior toremoving the yoke assembly, the cradle assembly has been lifted and thetruck spacers 210 have been mounted and secured. The shipping system isthen placed under the wing of the aircraft in rough alignment with theaircraft engine to be removed from the wing. As shown in FIG. 26, thechain/pulley system 69 is connected to the pair of aft bootstrapconnection points 64 and the pair of forward bootstrap connection point66. The chain/pulley system is also attached to four corresponding mountpoints (not shown) on the underside of the aircraft wing 204. Theshipping system is then precisely centered under the aircraft engine 300by lifting the shipping system in the air and then lowering it. The wingof the aircraft bears the load of the shipping system as it is raisedand lowered. Once the shipping system has been precisely centered underthe aircraft engine 300, the cradle assembly is separated from the frameassembly by removing the brace tubes 196 and the four pair of boltswhich connect the cradle frame group 50 to the frame assembly. Two pairsof these bolts are located at the ends 57 of the longitudinal members56, and the other two pair of bolts are located at the aft ends of aftlongitudinal members 52 (see bolt holes, FIG. 11). Once the cradleassembly has been fully disconnected from the frame assembly, the cradleassembly is lifted by the chain/pulley system 69. The cradle assembly isthen attached to the aircraft engine by connecting the stanchion pinconnections 88 of the aft ring 80 to the aft or stanchion mountingpoints (not shown) of the aircraft engine, and connecting thepin/spherical bearing connectors 74 of the cradle arms 70 to the forwardengine mount points 308. The aircraft engine is then disconnected fromthe aircraft wing at the aft flight mount 301 and forward flight mount306. The cradle assembly and the attached aircraft engine are loweredand the cradle is re-secured to the frame assembly by replacing the foursets of corner bolts. The lower aft ring portion 82 may then be securedto the aft yoke by pinning the lower end of the lower aft ring portionto support brackets 96 and 97, and securing the upper ends of the loweraft ring portion 82 to brackets 87. In the truck transport mode, it isunnecessary to add the intermediate aft ring portions 84 and upper aftring portion 86; however, if the shipping system is placed in the airtransport mode, the aft ring 80 must be fully assembled. Lastly, thetruck brace tubes 192 and 196 may be installed.

2. Removing the Aircraft Engine (Inlet Cowl Removed) from the Wing andPlacing the Shipping System in the Truck Transport Mode.

This procedure is the same as the one previously described with theexception that the forward yoke 120, forward jacks 152, connectingbrackets 122, and jack stabilizer rods 124 do not have to be removedsince the profile of the aircraft engine is much smaller without theinlet cowl. It is only necessary to lower the forward yoke assembly 120by the jack assembly to avoid contact between the forward yoke and thefan 312 of the aircraft engine 300. Also, it is possible to lower thecradle assembly which allows removal of the truck spacers 210 dependingupon the particular size of aircraft engine being transported.

3. Removing the Aircraft Engine (Inlet Cowl Removed) from the Wing ofthe Aircraft and Placing the Shipping System in the Air Transport Mode.

If not already placed in the truck transport mode, the cradle assemblyis lifted by the jack assembly and the truck mode spacers 210 areemplaced. The jack assembly is then activated to lower only the forwardyoke assembly 120. The shipping system is placed under the wing of theaircraft, and the same procedure as described above is used to preciselyalign the shipping system under the aircraft engine to be removed fromthe wing. Next, the cradle assembly is removed from the frame assemblyand the cradle assembly is raised by the chain/pulley system 69 andconnected to the aircraft engine. The aircraft engine is detached fromthe aircraft wing, and the cradle assembly with the aircraft engine islowered by the chain/pulley system. The cradle assembly is reconnectedto the frame assembly. Next, the forward ring 100 is mounted to theaircraft engine fan by bolting the paddles 106 to the fan section 312 ofthe aircraft engine. With the truck mode spacers 210 still in place, theforward yoke 120 is raised until it engages the load-bearing ring 108.The aft ring 80 may then be fully assembled to connect the aft flightmount 301 to the upper aft ring portion 86. The pin/spherical bearingconnections 74 of the cradle arms 70 are disconnected from the forwardengine mounts 308. The cradle arms 70 are then rotated 180° away fromthe aircraft engine about hinges 60 and are placed in a secured stowedposition. The telescoping sections 58 are pushed in and secured withintheir corresponding longitudinal members 56. The aircraft engine is nowin a configuration that it may be rotated. Using the hand crank 132 orair motor (not shown), the aircraft engine is then rotated. For theTrent 800 aircraft engine, it is rotated 71.5° which enables the gearbox 302 and the other protruding components 304 to be placed in aposition that they will not be crushed or damaged when the shippingsystem is later lowered. The truck mode spacers 210 are removed and thejack assembly is activated to lower the aircraft engine until theforward and aft yoke assemblies rest on the upper surfaces of forwardshock mounts 28 and aft shock mounts 36, respectively. The forward andaft yokes are then secured to the shock mount 28 and 36. The aft ring 80may now be secured to the aft yoke 94 and brackets 87 as discussedabove. The air brace tubes 198 are installed and the aircraft engine isnow prepared for air shipment.

In order to reinstall the aircraft engine onto the aircraft, the aboveprocedures may simply be performed in reverse order. In the airtransport mode, if the aircraft engine has been rotated, it is simplyrotated back to its normal position so that flight mounts 301 and 306are at the top center position.

As previously discussed, it should also be understood that thedistinction between the truck and air transport modes is only necessaryto be made when an aircraft engine must be rotated to satisfy a criticaldimension for loading the aircraft engine through the cargo hold of aparticular aircraft. In all aircraft engines, there is some protrudingsegment or portion which gives the aircraft engine an overall largerdiameter. By placement of the shipping system in the air transport mode,this critical dimension can be located at a desired position in orderthat the aircraft engine may be capable of being loaded through aparticular cargo door. Also, it is possible to use the forward ring 100in the truck transport mode; however, this additional support to theaircraft engine is unnecessary as the cradle arms 70 in combination withthe rear yoke 94 provide adequate support. Conversely, if there is nocritical dimension which must be overcome by rotating the aircraftengine on the shipping system, the shipping system could remain in thetruck transport mode during air shipment. For example, the cargo holdsof an Antoniv, AN124 or C-5A aircraft will readily accept the Trent 800engine without having to rotate it while mounted to the shipping system.

This invention has been described in detail with reference to aparticular embodiment thereof, but it will be understood that variousother modifications can be effected within the spirit of the scope ofthis invention.

What is claimed is:
 1. An aircraft engine shipping system comprising:means for supporting an aircraft engine mounted thereon; an aft ring forsecuring an aft portion of the aircraft engine, said aft ring mounted onsaid means for supporting and providing shock absorption, and a forwardring for securing a forward portion of the aircraft engine, said forwardring also mounted on said means for supporting and providing shockabsorption, said aft ring being freely rotatable when in an unlockedposition; and means for rotating said forward ring in order tocontrollably rotate the aircraft engine when mounted on said shippingsystem, said aft ring and said forward ring working in cooperation tostabilize the rotation of the aircraft engine.
 2. A shipping system, asclaimed in claim 1, further including: an aft yoke mounted on said meansfor supporting and providing shock absorption; and a plurality of aftyoke rollers mounted on said aft yoke, wherein said aft ring is mountedon said aft yoke rollers enabling said aft ring to be freely rotatablethereon.
 3. A system, as claimed in claim 1, further including: aforward yoke mounted on said means for supporting and providing shockabsorption; and a roller/sprocket group mounted on said forward yoke andcommunicating with said means for rotating said forward ring enablingsaid forward ring to be controllably rotated by said means for rotating.4. A system, as claimed in claim 1, further including: a pair of cradlearms rotatably mounted on said means for supporting and providing shockabsorption, said pair of cradle arms being rotatable away anddisconnected from the aircraft engine when the shipping system is placedin a first mode, said pair of cradle arms being rotatable toward theaircraft engine and attached thereto when the shipping system is placedin a second mode.
 5. A system, as claimed in claim 1, further including:a jack assembly mounted on said means for supporting and providing shockabsorption, said jack assembly for selectively raising and lowering saidaft ring and said forward ring.
 6. A system, as claimed in claim 1,wherein said means for rotating said forward ring includes: a gear boxmounted on said means for supporting and providing shock absorption andmounted adjacent said forward ring; a drive shaft interconnecting saidgear box and said forward ring; and means for driving said drive shaftto cause said forward ring to be controllably rotated.
 7. A system, asclaimed in claim 1, further including: a plurality of casters mounted tosaid means for supporting and providing shock absorption enabling theshipping system to be easily transported.
 8. A system, as claimed inclaim 1, further including: a pair of guide rail assemblies, each guiderail assembly of said pair of guide rail assemblies mounted on oppositesides of said means for supporting and providing shock absorption, saidpair of guide assemblies being selectively placed in an extendedposition for operation or a stowed position.
 9. A system, as claimed inclaim 1, wherein: said means for supporting and providing shockabsorption includes a cradle assembly mounted thereon, said aft ring andsaid forward ring being directly mounted on said cradle assembly, andsaid cradle assembly being removable from said shipping system duringbootstrap operations.
 10. The aircraft engine shipping system as claimedin claim 1, wherein: said means for supporting an aircraft engineincludes a cradle.
 11. The aircraft engine shipping system as claimed inclaim 1, wherein: said means for supporting an aircraft engine includesa frame and a cradle.
 12. An aircraft engine shipping system comprising:a frame for supporting and providing shock absorption for an aircraftengine mounted thereon; an aft ring for securing an aft portion of theaircraft engine, and a forward ring for securing a forward portion ofthe aircraft engine, said aft ring and said forward ring being mountedon said frame, said aft ring being freely rotatable when in an unlockedposition; and a jack assembly mounted on said frame for selectivelyraising and lowering said aft ring and said forward ring.
 13. A system,as claimed in claim 12, further including: means for rotating saidforward ring in order to controllably rotate the aircraft engine whenmounted on said shipping system, said aft ring and said forward ringworking in cooperation to stabilize the rotation of the aircraft engine.14. A system, as claimed in claim 13, further including: a forward yokemounted on said frame; and a roller/sprocket group mounted on saidforward yoke and communicating with said means for rotating said forwardring enabling said forward ring to be controllably rotated by said meansfor rotating.
 15. A shipping system, as claimed in claim 12, furtherincluding: an aft yoke mounted on said frame; and a plurality of aftyoke rollers mounted on said aft yoke, wherein said aft ring is mountedon said aft yoke rollers enabling said aft ring to be freely rotatablethereon.
 16. A system, as claimed in claim 12, further including: a pairof cradle arms rotatably mounted on said frame, said pair of cradle armsbeing rotatable away and disconnected from the aircraft engine when theshipping system is placed in a first mode, and said pair of cradle armsbeing rotatable toward the aircraft engine and attached thereto when theshipping system is placed in a second mode.
 17. A system, as claimed inclaim 12, wherein said means for rotating said forward ring includes: agear box mounted on said frame adjacent said forward ring; a drive shaftinterconnecting said gear box and said forward ring; and means fordriving said drive shaft to cause said forward ring to be controllablyrotated.
 18. A system, as claimed in claim 12, further including: aplurality of casters mounted to said frame enabling the shipping systemto be easily transported.
 19. A system, as claimed in claim 12, furtherincluding: a pair of guide rail assemblies, each guide rail assembly ofsaid pair of guide rail assemblies mounted on opposite sides of saidframe, said pair of guide assemblies being selectively placed in anextended position for operation or a stowed position.
 20. A system, asclaimed in claim 12, wherein: said frame includes a cradle assemblymounted thereon, said aft ring and said forward ring being directlymounted on said cradle assembly, and said cradle assembly, said aftring, and said forward ring being removable from said shipping systemduring bootstrap operations.